Automatic start control apparatus for internal combustion engines

ABSTRACT

Self-contained automatic starting control apparatus for internal combustion and other engines operable responsive to predetermined environmental conditions such as temperature precipitation, light, time and the like, and to external influences such as a radio signal. The apparatus provides for the control of all equipment accessory to the engine, its automatic turnoff responsive to other environmental predetermined conditions and external conditions, and for the prevention of the unauthorized use of the engine or its vehicle after an automatic engine start.

United States Patent [72] Inventor James G. Gallagher 8313 West Llvd. Drive, Alexandria, Va. 22308 [21] Appl. No. 20,629

[22] Filed Mar. 18, 1970 [45] Patented Oct. 12, 1971 [54] AUTOMATIC START CONTROL APPARATUS FOR INTERNAL COMBUSTION ENGINES 16 Claims, 1 Drawing Fig.

[51] Int. Cl F02n 11/00 [50] Field of Search 290/36, 37,

[56] References Cited UNITED STATES PATENTS 2,791,699 5/1957 Taylor 290/38 I00 200 ENEEKTTON SWlTCH OFF 0 START 2,934,055 4/1960 Kennedy 290/38 X 3,130,318 4/1964 Curtis 290/38 3,154,689 10/1964 Bubbenmoyer 290/38 3,248,555 4/1966 Fried 290/38 3,275,836 9/1966 Vancha 290/38 3,521,076 7/l970 l-layon 290/38 X 3,532,895 10/1970 Del Castillo 290/41 X Primary ExaminerG. R. Simmons Attorney-William l-l. Kamstra TO }ALTERNATE SENSORS AUTOMATIC START CONTROL APPARATUS FOR INTERNAL COMBUSTION ENGINES BACKGROUND OF THE INVENTION This invention relates to starting apparatus for internal combustion and other engines and, more particularly, to such apparatus adapted for automatic operation responsive to predetermined environmental conditions of temperature, precipitation, light, time, and the like, and to external influences such as a radio signal, or any combination of such conditions and influences.

In the operation of automobiles and other vehicles it is frequently desirable, indeed necessary, that the vehicle be fully prepared for operation and ready for instant use. The delay and inconvenience as well as discomfiture, for example, occasioned by the warmup period during cold weather are well known to every motorist. A corresponding inconvenience exists in tropical climates where the inside temperature of the vehicle must be brought to a comfortable level before use.

An automatic system for controlling the operation of the starting apparatus of a vehicle engine and accessory equipment dependent upon its operation for power and heat would alleviate at least one major motorist complaint. If such a system were operable responsive to just the climatic or other conditions which normally cause discomfiture, the system would be doubly useful in terms of time saved and motorist comfort. Although certain prior art warmup systems to some extent achieve the aforementioned goals, none is readily adapted to present day automotive electrical and ignition systems, nor can any be readily installed without major reconstruction of automobile wiring and hardware. At the present time, not automobile manufacturer provides, either as standard equipment or as an accessory, apparatus for preconditioning a vehicle before its operation to ensure fully operative accessory systems at the instant required.

It is accordingly an object of this invention to provide a new and novel automatic starter control apparatus which is compatible with existing automotive electrical and ignition systems, which may be manufactured in kit form, and, as such, is readily installed by one with minimal skill.

Normal operations of vehicles and engines and their attendant problems as mentioned in the foregoing will be readily appreciated. Military operations present an even more urgent need for apparatus for the automatic starting control for vehicle or other engines. Extreme temperature conditions such as encountered in polar areas, for example, whether or not exposed to enemy action, demand a means for remote engine starting without subjecting human operators around the clock to the weather extremes before the engine or vehicle is to be used. Under enemy action where vehicles are on alert this need becomes critical. Obviously an alert status of motor vehicles may be maintained in frigid climates by simply running the engines and accessory equipment continuously. The added consumption of fuel and lubricants as well as the provision of spare parts, necessitated by keeping large numbers of vehicles running, however, is expensive and imposes intolerable logistics problems.

Another object of this invention is a starter control apparatus for internal combustion or other vehicle engines which is automatically operated responsive to predetermined environmental conditions of temperature, precipitation, time, light, or other external influences without the intervention of a human operator. The starter control apparatus of this invention may also be operated responsive to radio frequency, sonic, or other energy signals.

Still another object of this invention is an automatic starter control apparatus for motor vehicles which is tamperproof and precludes unauthorized use of the vehicle after the engine has started.

BRIEF DESCRIPTION OF THE INVENTION The foregoing and other objects of this invention are realized in one illustrative embodiment thereof comprising a first plurality of circuit paths adapted to connect directly the contacts of a typical vehicle ignition switch with the corresponding contacts of the vehicle electrical and ignition system. These circuits make possible normal and standard starting operation of the vehicle. A second group is connected directly to the battery power line of the vehicle through a switch controlled by the vehicle parking brake lever or gear selector lever. When the latter is set, a power circuit is prepared for ultimate control by an environment sensing switch to activate an intervalometer. This timing means periodically closes a power circuit from the vehicle battery to the ignition and starting solenoid. Upon a successful engine start the battery and generator circuits of the vehicle are transferred from the ignition and starter solenoid to the ignition and vehicle accessory systems. The latter systems may include heater, air conditioner, defroster, or any other accessory device which it is desired to preoperate before actual use of the vehicle.

Should no successful engine start be achieved during predetermined intervalometer cycles, circuits are provided to preclude further starting attempts as a safeguard for the battery and to prevent starter damage should the engine finally fail to start. One advantageous feature of this invention prevents the unauthorized use of the vehicle after the engine has been automatically started. Once the parking brake or selector lever is set in the park position, its movement to the drive position not only breaks the power circuit to the ignition but maintains it open so that the engine can thereafter not again be started without furnishing the vehicle ignition key.

Once the engine has been automatically started, it will continue to be powered by the control arrangement of this invention until turned off manually or under the control of the environment sensing switch. Thus, if the environment involves, say, passenger compartment or engine temperature, and that temperature has reached a predetermined level, the engine will be turned off and the circuit of this invention is prepared to reinitiate a second starting cycle when the temperature again falls to the level requiring its operation.

Another feature of this invention provides for the simplification of the normal vehicle start procedure. Typically, in present day automobiles, the ignition key is rotated against a spring loading to its start position. When the engine starts the key is manually rotated back to the run position at the urging of the spring loading at which position it remains, connecting power to the engine ignition, and accessory systems while,

disconnecting the starter. In accordance with one aspect of this invention, the automobile or other vehicle may be started simply by rotating the key to the run position. The circuit of this invention then accomplishes the starter solenoid energization as controlled by the intervalometer cycles and deenergizes the solenoid upon attainment of an engine start.

Still another feature of this invention provides for manual override which completely disconnects the automatic starter control circuit from the vehicle electrical system as the ignition key is rotated to the run position, leaving the engine running had the control circuit achieved its start. Another feature provides for stopping the engine if already started by rotating the ignition key to accessory.

DESCRIPTION OF THE DRAWING The foregoing and other objects and features of this invention will be better understood from a consideration of the detailed description of one illustrative embodiment thereof which follows when taken in conjunction with the accompanying drawing, the single figure of which depicts in schematic diagram its circuit elements and its connection in a typical automotive electrical system.

DETAILED DESCRIPTION The interconnection of an illustrative start control circuit according to this invention together with its organization is shown in the drawing where the invention circuit elements 200 are interposed between vehicle electrical system elements 100 and 300 by means of two groups of terminals. At one side the invention circuit elements 200 are connected to the vehicle ignition switch elements by terminals 101-104 and at the other side to the vehicle power and other circuits by the terminals 301-304. Prior to the installation in the vehicle of the circuit of this invention it will be understood that the terminals 101-104 are electrically connected to terminals 301-304, respectively. It will be further evident that installation of the circuit elements 200 is readily made in a vehicle simply by separating the aforementioned terminal pairs and inserting the circuit of this invention in which electrical connection between the pairs is directly maintained by means of respective conductors 201-204.

With the reference to the conductors 201-204, at this point it is convenient to demonstrate how a normal start operation may be accomplished without any interference whatever from the installation of an automatic start control circuit according to this invention. In a typical manner, the vehicle ignition key is inserted in the key slot 105 of the ignition lock 106 and is manually rotated to the start position of the lock. An electrical contact segment 107 of the lock as a result completes a circuit between the conductor 204 and the starter conductor 203, and ignition conductor 202 via the terminals 104, 103, and 102, respectively. Turning to the other side of the drawing, it is clear that the latter connection operates in a normal manner to complete a circuit from the vehicle battery 305 to the starter solenoid 306 and ignition coil 307 via the terminals 304, 303, and 302, respectively. When the engine starts, the key is manually rotated to the run position at the urging of a spring loading at which time the starter solenoid circuit 203 is broken and a new circuit completed between the conductor 201 and conductor 202 via the terminals 101 and 102, respectively. The latter circuit closure is again made by the contact segment 107 of the ignition lock 106 and maintains a power connection between battery 305 to the ignition circuit 307 and accessory circuits 308 via the terminals 302 and 301, respectively. In the usual manner, the vehicle generator or alternator 309 assumes the load of the ignition circuit 307 and accessory circuits 308 when an engine start is achieved with a resulting reversal of current direction in the vehicle ammeter 310. Although not shown among the elements 100, it is assumed that the gear selector or parking brake lever of the vehicle is provided with a switch control to disable the starter solenoid circuit when not in its park position. The contacts shown in the drawing operated by the lever 108 are control circuits to be described in connection with particular aspects of this invention hereinafter.

The development of further details of the organization of this invention will be best continued in connection with a description of its various modes of operation. To prepare a vehicle for the advantage of an automatic start operation by means of this invention, the parking brake is set or the gear selector is set to the park position, the ignition key is inserted and rotated to the accessory position, returned to the off position, and removed from its lock. When the normal precaution of setting the parking brake and the gear selector lever to the park position has been observed, either of the latter two, indicated by the lever 108 in the drawing, operated to open contacts 109 and to close contacts 110. The latter contacts prepare a circuit in the start control element group 200 extended thereto via a cable 111 which circuit comprises the primary power path of the invention. This path may be traced from a connection with the battery conductor 204 of a conductor 205, the aforementioned contacts 110, continuation of conductor 205, break contacts 211 of a relay 210, conductor 205, break contacts 251 of an environment sensing switch device 250, conductor 205, break contacts 231 of a relay 230, and make contacts 242 of a relay 240.

Subsequently the power circuit path branches, continuing as conductors 206 and 207, the former providing a power path via a unilateral conducting element 241 to the brushes of an electric motor 261. The latter motor powers an intervalometer 260, the function of which will be considered hereinafter. The

power path comprising the branch conductor 207 is connected to a contact 262 of the intervalometer 260 making electrical connection with a segment 263 thereof with which segment a second contact 264 also completes an electrical circuit. The primary power path thus far traced is completed to the starter solenoid 306 and ignition circuit 307 via a conductor 208, a unilateral conducting element 209, and the terminals 303 and 302, respectively.

The primary power path for automatically energizing the starter solenoid 306 and supplying power to ignition system 307 which was traced in the foregoing requires only the closure of the make contacts 242 of the relay 240. An energizing path for the latter relay is provided from ground through make contacts 252 of sensing device 250 and break contacts 251 of the same device to the power conductor 205. The environment sensing device 250 may comprise any means adapted to close and open an electrical circuit responsive to external conditions such as, temperature, light, sound, precipitation, and to predetermined levels of such conditions. The sensing device 250 may also comprise a radio receiver adapted to receive control signals for operating the start circuit of this invention. Since such sensing devices are well-known in the art, the device 250 is shown in block symbol form only and need not be here specifically described. For purposes of description it will be assumed that the illustrative circuit of the drawing is operated responsive to predetermined levels of passenger compartment temperature. A simple thermostatic device would in this exemplary case operate satisfactorily to achieve an automatic engine start and turn off. The switch contacts 251 and 252 may in this case also be assumed to be physically located outside of the circuit group 200 and be connected thereto by cable not shown in the drawing.

Assuming that the temperature of the passenger companment has reached the predetermined level set at the sensing device 250, the switch contacts 252 will close, thereby connecting power via the conductor 205 and contacts 251 to the winding of relay 240. The latter relay completes contact 242, thereby connecting the power conductor 205 via the break contacts 231 to the branch circuits conductors 206 and 207. As a result, the motor 261 is energized and the intervalometer 260 begins rotating in a counterclockwise direction as viewed in the drawing. The intervalometer 260 is so arranged that its electrical contacting segment 263 extends for in either direction from its zero rest position. By means of gearing not shown in the drawing, the motor 261 rotates the intervalometer 260 1 complete revolution per minute. As a result, the segment 263 reaches its clockwise terminus in 20 seconds as it rotates counterclockwise. For this period a cranking circuit is provided for the engine starter solenoid 306 and ignition system 307 which may be traced from the battery 305 along a path already described, including the conductor 207, contacts 262 and 264, and intervalometer segment 263.

During the foregoing 20-second period the engine may be successfully started at which time the circuit of this invention operates in a manner to be considered hereinafter. For purposes of description it will be assumed that the engine, for one reason or the other, unrelated to the operation of this invention, refused to start. The intervalometer 260, however, continues its rotation bringing a 120 insulated segment 265 into contact with the contacts 262 and 264. As a result, the cranking and ignition power circuits are broken and are maintained open for a 20-second period. During this period the starter is disengaged and its motor allowed to cool As the intervalometer 260 reaches the 240 point in its cycle, the other terminus of the segment 263 is brought into contact with the contacts 262 and 264 and the cranking power circuit from the battery 305 to the ignition system 307 and starter solenoid 306 is again established. The engine is thus again cranked for a second 20-second period during which period it may again refuse to start. For the purposes of description this malfunction will again be assumed in order to demonstrate the operation of this invention in this eventuality.

As the intervalometer 260 returns to its zero rest position a cam extension 266 electrically connected to the segment 263 at that point operates to move its follower 267 to close switch contacts 268. Closure of the contacts 268 prepares an energizing circuit for the relay 210 which may be traced as follows: Contacts 262 connected to the presently energized conductor 207, segment 263 of intervalometer 260, cam 266, follower 267, contacts 268, conductor 270, unilateral conducting element 271, conductor 272, and the winding of relay 210. As the latter relay operates it opens its break contacts 211 previously cited as being included in the main power circuit extended by the conductor 205. Power is in this manner removed from all elements subsequent to the contacts 211 including the intervalometer motor 261. The intervalometer 260 rotation is thus arrested automatically when it has reached its zero rest position.

One advantageous feature of this invention prevents further start attempts should the engine have failed to start after two 20-second attempt periods. The relay 210, in breaking the main power circuit also prepares a second energizing circuit for itself by pulling together its make contacts 212. The latter energizing circuit may be traced from the battery conductor 204 via the conductor 205, conductor 273, now closed contacts 212, break contacts 221 of the relay 220, and conductor 274 to the winding of relay 210. The relay 210 will maintain the main cranking power circuit open pending its release in a manner to be described. Thus, should the engine fail to start for lack of fuel, improper tuning, or for any other reason, the automatic start circuit of this invention is prevented from repeated and futile start attempts which may result in damage and ultimate complete battery discharge. The cause of the start failure, whatever it may be, would manifestly have existed whether or not the circuit of this invention were installed in the vehicle.

In the normal case the engine will be successfully started during the first of the two 20-second cranking periods. The second cranking cycle is provided for engines in marginal condition. The description of this invention accordingly proceeds at this point to its operation in response to such a start. The fact that the engine has been started may be sensed in a number of ways and in response to a number of conditions distinguishing the engines running state from its quiescent state. Manifold pressure, r.p.m., cooling fan race, vacuum, thermal conditions, and oil pressure, for example, are physical conditions which may be readily sensed. A useful electrical state existing only as the result of a successful engine start is the transfer from the vehicle battery to the engine generator or alternator of the ignition and accessory load. At this time the direction of the direct current between the generator and battery reverses, which reversal could be readily sensed by a polar relay, for example, connected between the ammeter 310 and the battery 305, Each of the foregoing and other means for sensing an engine start, for example, operation of the voltage regulator, will commend itself to one skilled in the art in view of particular vehicle or environmental requirements. For purposes of description only, it will be assumed that the sensing device comprises a fly-switch actuated responsive to a continuing cooling fan race. This switch is symbolically represented in the drawing by the block 311 enclosing the break contacts 318 and make contacts 312. The latter contacts are included in a circuit which will be seen as paralleling the power circuit between the battery conductor 204 and the ignition system 307, and accessory system 308. As will be apparent hereinafter, the closing of the contacts 312 also transfers power from the starter solenoid 306 to the accessory system 308.

Specifically, the contacts 312 are extended to the invention element group 200 by a cable 313 including the conductors 314 and 315. The conductor 314 is connected directly to the power conductor 205 and conductor 315 is connected through break contacts 222 of the relay 220 to the accessory system conductor 201 and the ignition conductor 202, the latter two connections having interposed a unilateral conducting element 316. When the contacts 312 are closed as the result of a successful engine start, a current path is established between the power conductor 204 and the ignition and accessory stems 307 and 308 which may be traced in detail as follows: conductor 205 and its segments wherever extended in the path, contacts 110, break contacts 211, sensing contacts 251, conductor 314, contacts 312, conductor 315, break contacts 222, continuation of conductor 315, conductor 202, unilateral conducting element 317, and terminal 302 to the ignition system 307, and to conductor 20] through unilateral conducting element 316 to terminal 301 and the accessory system 308.

At the same time that the power path is extended to the accessory system 308 upon an engine start as described in the immediately foregoing, the current path from the battery con ductor 204 to the starter solenoid 306 is opened as follows. A branch circuit for energizing the relay 230 is connected to the conductor 315 via a conductor 233. As the contacts 312 establish the parallel power circuit as described, the relay 230 is also energized thereby opening the break contacts 231 and closing its make contacts 235. Opening of the contacts 231 breaks the power circuit to the starter solenoid 306 which was traced through the intervalometer 260 contacts 262 and 264 thereby precluding any immediate further starter operation. Opening of the contacts 231, however, also opens the initial power path to the intervalometer motor 261 traced through the contacts 242. Assuming that the engine was successfully started during one of the 20-second cranking periods (and not precisely at the time when it had returned to its zero rest position), provision is also made to continue the rotation of the intervalometer 260 to its normal rest position preparatory to a subsequent automatic start operation.

During either of the two 20-second cranking periods, the cam 266 will be out of contact with its follower 267 with the result that its contacts 269 will be closed. The latter contacts now complete a power path for the motor 261 via the presently closed contacts 235, a conductor 275, contacts 269 and a unilateral conducting element 276. As a result, the intervalometer continues its rotation until the cam 266 breaks the power circuit at the contacts 269 when it has reached its zero rest position. The possibility now exists that the engine, after a momentary start, dies. This could occur before the intervalometer 260 has completed a full cycle of rotation or it could occur at or after it has reached its zero rest position. In the latter case, since a start has been achieved, the circuits would be in a prepared state as on an initial start demand. If the intervalometer 260 is still in a rotating cycle, the opening of the engine sensing contacts 312 removes power from the relay 230 thereby transferring control of the motor 261 from the contacts 235 and circuit conductor 275 to contacts 231 and circuit conductor 206. The start attempt operation now continues in the manner described in the foregoing until the engine again starts or one revolution of the intervalometer 260 is completed. The restart operation just described assumed, of course, that the environmental or other conditions which controlled the closure of the contacts 252 of the sensor device 250 in the first place still obtain.

At this point in the description of the organization and operation of this invention it is assumed that a successful engine start has been achieved and that the engine has continued running. Obviously, any accessories the operation of which are dependent wholly or in part upon an engine start and which it was desired to prepare for instant use, are also in operation. At this point also it may be helpful to review the operational state of key elements of the circuit of this invention to demonstrate its positive action and functional safeguards. The vehicle ignition switch 106 remains with its electrical contacts in the off position-the running of the engine is controlled entirely by the circuit of this invention. Parking lever 108 remains in its park position maintaining the contacts 110 closcdpresumably the unattended vehicle has not been tampered with. Contacts 211 of relay 210 remain closed; the latter relay is not operated although intervalometer 260 contacts 268 are closed inasmuch as power circuit contacts 231 are opened by relay 230 due to the closure of sensing contacts 312. Contacts 251 remain closed since presumably the environment sensing device 250 has not yet detected the condition dictating engine cutout. Contacts 312 of the engine sensing switch 311 are closed as are the contacts 222 of the relay 220, the operation of which will be considered hereinafter. Sensor contacts 252 may or may not be closed at this time. The passenger compartment or other area temperature may not yet have risen or fallen to the level to effect their release. Since the contacts 251 and 252 are operated independently by the sensor device 250 the environmental condition controlling their operation may be such that both contacts are closed or that both contacts are open. In any event, whether or not relay 240 is energized at this time is of no interest since the cranking power circuit is maintained open at the contacts 231 of the operated relay 230. The circuits of this invention are now prepared to cut off the engine in response to the readiness state as desired by the controlling environmental or other influencing conditions. For the present discussion, it will be recalled, it was assumed that a predetermined level of passenger compartment temperature was desired. Accordingly, when that level is reached by the running heater or air conditioner, it will be automatically cut off by the the circuit of this invention.

Specifically, when the environmental sensor device 250 detects the attainment of the desired temperature level it opens its normally closed contacts 251. As a result, the power circuit, previously traced, for the ignition and accessory systems 307 and 308 is opened. The engine and accessory equipment dependent upon its operation are now cutoff and the engine sensing contacts 312 are opened. The energizing circuit for the relay 230 is opened at the latter contacts thereby restoring the make contacts 231 to prepare the cranking power circuit for a subsequent operation. Assuming that the temperature at this time is at a level adequate for an instant start as desired, the sensor contacts 252 may be opened-or at least will be ultimately opened. At that time relay 240 is deenergized and its contacts 242 restored to the open state. The circuit of this invention is now in readiness for a subsequent start operation when the sensor device 250 again detects that the start signal temperature has fallen to a level necessitating another warmup period. The automatic start operation is then repeated in the manner described.

According to one advantageous feature of this invention, provision is made against unauthorized use of the unattended vehicle while the engine is running during the warmup period. As was previously referred to, the lever 108 controls a pair of contacts 109 and 110. The contacts 110 are included in the main cranking power circuit of the invention which was previously traced. When the lever 108 is moved from its park positionwhich would be necessary in order to move the vehicle-the contacts 110 are opened with the result that power to the ignition system 307 is cut off. Merely restoring the lever 108 to its park position, on the other hand, does not at the same time restore the engine to start control of this invention. A further safeguard is provided which prevents any further start of the engine until the ignition key is furnished and rotated in the ignition lock 106. When the lever 108 is moved to its drive position, normally open contacts 109 are closed thereby completing an energizing circuit for the relay 210. As it pulls open its contacts 211, the main cranking and running circuit along the conductor 205 is opened. By the closure of contacts 212 a holding circuit for the relay 210 is completed via the contacts 221 of relay 220 as previously described in connection with a start failure operation at which occasion the relay 210 is also operated to prevent further automatic start attempts. The relay 210 is released by the insertion and rotation of the key in the ignition lock in a manner which will become apparent from the description of the manual override mode of operation of this invention to which we may now turn.

When the ignition key is inserted in the slot of the lock 106, the key in a typical fashion may be moved to the accessory position, run position or, if it is intended to start the engine manually, to the start position. In any event, as the ignition lock turns past the accessory position a circuit is completed between the electrical segment 107 connected to the battery conductor 204 and the accessory conductor 201. An energizing circuit is thus completed via a conductor 223 to the relay 220 winding. As the latter relay operates, it opens the holding circuit for the relay 210 at the contacts 221 thus restoring the circuits controlled thereby for subsequent automatic start operations. At the same time contacts 222 of the relay 220 are opened thereby breaking the power circuit to the ignition system 307. If the engine had been running when the key was inserted in the lock, and rotated to the run position, opening of the contacts 222 would not cut off its operation since the ignition system is now receiving power via the electrical contacts of the ignition lock through terminals 101 and 102. When the lever 108 is restored to its park position and the key is subsequently moved to the off position and removed from the lock, the contacts 109 are opened by the lever action breaking the energizing circuit for the relay 210 were that relay operated at this time. The closure of the contacts 110 recloses the main cranking power circuit at that point and relay 220 is released by the key action to reprepare a running circuit for the ignition and accessory systems at the contacts 222.

The installation in a motor vehicle of the automatic start circuit of this invention makes possible a greatly simplified starting procedure which will advantageously appeal to drivers having minimal automotive skill. With the parking lever in the park position and by simply rotating the ignition key to the run position, the start circuit of this invention takes over the start operation. A circuit is thus completed to the intervalometer control relay 240 which may be traced as follows: battery conductor 204, terminals 104, electrical segment 107, terminals 102, conductor 202, conductor 315, and a conductor 277 including unilateral conducting element 278 to the winding of relay 240 via break contacts 318 in the engine sensing device 311 carried thereto via conductors 319 and 320 of cable 313. Operation of the circuit is then as previously described. Although the rotation of the key to the run position will operate the relay 220 and thereby open the running circuit along the conductor 315, this will have no effect since ignition and accessory power is now passed on by the ignition lock contacts through terminals 101 and 102, to terminals 301 and 302. When an engine start has been achieved the starting circuit will be disabled by action of the sensing device 311 opening contact 318. This provides additional positive assurance that under any circumstances a start attempt cannot be initiated with the engine running.

There remain several circuit and operational details of this invention to which reference has not yet been made. lt will be apparent from the foregoing, that to ensure a full engine cranking cycle, the intervalometer 260 must be restored to its zero rest position. Provisions were made in the foregoing to continue the intervalometer rotation to its rest position: after a successful engine start and after the engine has failed to start after a complete cranking cycle. The possibility also exists that the rotation of the intervalometer will be interrupted by opening its power circuit at the contacts 110 of the lever 108. This circuit is readily restored by resetting the lever and rotating the key to its accessory position in the ignition lock. This would occur automatically as a consequence of normal opera tion. The circuits of this invention including the power circuit for the intervalometer 260 are then restored in the manner described.

The fact that the circuit is prepared for a start operation may be indicated by a push-to-test light 280 inserted between the main cranking power circuit and ground. The actuation of this light may be used to check the proper position of the lever 108 and the contacts of relays 210 and 220. The circuit of this invention may be rendered even more responsive to a typical engine start cycle by providing delays at certain points. To ensure maximum cranking speed from the starter apparatus, a time delay device 290, inserted in the engine run sensing circuit conductor 315 serves to delay the application of power to relay 230 thereby delaying the interruption of the starter solenoid power circuit. Interruption of the starter mechanism before it has attained maximum cranking speed is thus prevented. The prospects of a successful engine start are enhanced by a l-second time delay, for example, which would ensure that maximum engine rotation is achieved prior to starter cutoff.

A second time delay device 291 inserted between the contacts 242 of relay 240 and contact 262 of intervalometer 260 serves two purposes. Operation of the interrupt action controlled by the relay 210 is prevented at the start of a normal cranking cycle before the intervalometer 260 has moved from its rest position. Although the motor 261 begins rotating the intervalometer 260 as soon as relay 240 is operated, power is delayed by the device 291 to the cam follower contact 267 via the contact 262 until such time as the cam 266 has been rotated away from the follower 267 thereby opening its contacts 268. A second purpose of the delay device 291 is to ensure that the engine comes to a full rest before another start is attempted should a prior one result in a stall. A 2-second delay, for example, would advantageously prevent immediate reengagement of the starter apparatus and possible damage to the latter apparatus or to the engine. Time delay devices of the character here contemplated are well-known in the art and need not be here described in greater particularity. One such device, for example, is available commercially under the trademark AGASTAT. Mention in the foregoing has been made to the unilateral conducting elements 209, 271, 276, 278, 279, 316, and 317. These elements are inserted in the circuits at the points indicated to prevent sneak conducting paths and achieve circuit isolation.

As mentioned earlier herein, the start circuit of this invention may be triggered (and interrupted) by external influences or combinations of influences. In the illustrative case described, temperature was assumed as the condition to which the circuit responded to start the associated engine and to cut it off. As indicated in the drawing, connections are readily made to provide for alternate or parallel sensor means and their controlled switches. The start sensing contacts 252 may be paralleled by contacts of other sensing devices as is also the case with the interrupt contacts 251. By the connections of other and different sensor devices a vehicle engine could be started, responsive say, to external temperature and could be shut off responsive to a light level or to a radio signal. Previously mentioned was the theft prevention feature embodied in elements 108, 109, 110, and 111. Most late model cars come equipped with a combination ignition switch-steering lock. In this case, elements 108, 109, 110, and 111 are eliminated and a connection is made at 112 indicated by the broken line bridge which provides the continuity to circuit 205 previously provided through contact 110.

in the foregoing the operation of the circuit of this invention has been described in which power was automatically transferred to the vehicle ignition and accessory systems 307 and 308 after a successful engine start. It will be apparent that power will also be available at the starter solenoid 306 at the initiation of a ranking cycle. Power may be taken at this point to operate a choice of electrically controlled throttle and choke apparatus as indicated in the drawing thereby advantageously synchronizing throttle-choke manipulations with the cranking cycles.

What has been described is considered to be only one illustrative embodiment of the invention and its is to be understood that various and numerous other arrangements may be devised by one skilled in the art without departing from the spirit and scope thereof as defined by the accompanying claims. As an example, one skilled in the arts could employ transistors, other solid state devices, logic circuitry, etc., to accomplish actions of the various relays, intervalometer and other components.

What is claimed is:

1. A start control circuit for an engine having an operator actuated ignition switch means for closing a starting circuit including a self-contained power supply and a first and a second branch including an ignition system and a starter system, respectively, said control circuit comprising:

a first power circuit connected in parallel with said starting circuit, said first circuit including a first switch means and intervalometer means having a predetermined rotation for periodically breaking said first circuit,

means responsive to an input control signal for controlling said first switch means, and

a second power circuit connected in parallel with said starting circuit including only said first branch including said ignition system, said second circuit including second switch means operated responsive to an engine start and means responsive to voltage in said second power circuit for also controlling said first switch means to open said first power circuit.

2. Automatic start control apparatus for an engine having a main power circuit including a power supply, a first branch including an ignition system, a second branch including a starter system, a third branch including an accessory system, and an operator actuated switch means for switching between said branches, said apparatus comprising a first secondary power circuit connected in parallel with said main power circuit between said power supply and said first and second branches, said first secondary power circuit including a first switch means operated responsive to first predetermined environmental conditions to close said first secondary circuit,

a second switch means, and

intervalometer means having a predetermined operative cycle for periodically breaking said first secondary power circuit;

a second secondary power circuit connected in parallel with said main power circuit between said power supply and said first and third branches, said second secondary circuit including switch means operated responsive to the start of said engine for closing said second secondary power circuit and means operated responsive to voltage in said second secondary circuit for controlling said second switch means to open said first secondary power circuit; and

a third switch means including in said first secondary power circuit operated responsive to second predetermined environmental conditions to open said second secondary power circuit.

3. A start control circuit for an engine having an operator actuated ignition switch means for closing a main power circuit including a power supply and an ignition and a starter branch including an ignition system and a starter system, respectively, said control circuit comprising a secondary power circuit path connected at one end to said power supply and at the other end to one end of a first power branch circuit connected at its other end to said ignition and starter branches of said main starting circuit, said secondary power circuit also being connected at its other end to one end of a second power branch circuit connected at its other end to said ignition branch of said main starting circuit, said first power branch circuit including a first and a second switch means and intervalometer means having a predetermined operative cycle for cyclically closing and opening said first power branch circuit, means responsive to predetermined environmental conditions for controlling said first switch means, said second power branch circuit including switch means operated responsive to the start of said engine for closing said second power branch circuit and circuit means operated responsive to voltage in said second power branch circuit for controlling said second switch means to open said first power branch circuit.

4. A start control circuit as claimed in claim 3, said control circuit further comprising a fourth switch means in said secondary power circuit path and interrupt circuit means operated responsive to the termination of said operative cycle for controlling said fourth switch means for opening said secondary power circuit path.

5. A start control circuit as claimed in claim 4, said engine also having a park lever having a park position associated therewith and said control circuit further comprising switch means in said secondary power circuit path operated responsive to the operation of said park lever for also operating said interrupt circuit means for opening said secondary power circuit path.

6. A start control circuit as claimed in claim also comprising hold circuit means operated responsive to the operation of said interrupt circuit means for maintaining said last-mentioned means operated whereby said secondary power circuit path is held open notwithstanding said park lever being restored to said park position and whereby said intervalometer means is prevented from initiating a new operative cycle.

7. The combination of a vehicle engine, vehicle electrical system including a power supply, a starter circuit, an ignition circuit including an ignition switch having a start and run position, said ignition switch connecting said power supply to said starter and ignition circuit in said start position and to said ignition circuit in said run position, a first power circuit connected across said ignition switch between said power supply and said ignition and starter circuits, said first power circuit including a first and second switch means and circuit breaking means for cyclically closing and opening said first power circuit, means responsive to first predetermined environmental conditions for controlling said first switch means, and a second power circuit connected across said ignition switch between said power supply and said ignition circuit, said second power circuit including switch means operated responsive to the start of said engine for closing said second power circuit and circuit means operated responsive to voltage in said second circuit for controlling said second switch means to open said first circuit.

8. The combination as claimed in claim 7 further including an accessory system, said second power circuit also being connected between said power supply and said accessory system.

9. The combination as claimed in claim 7 further including a vehicle park lever, said first and second power circuits sharing a common conducting path, third switch means included in said common conducting path operated responsive to the operation of said park lever for opening said first and second power circuits, and hold circuit means operated responsive to the operation of said third switch means for maintaining said first and second power circuit open.

10. The combination as claimed in claim 9 further including a restore circuit including a restore switch means and an override circuit including said switch means, said restore and override circuit being controlled by said ignition switch to release said hold circuit and control said first switch means, respectively, when said ignition switch is rotated to said run position.

11. Automatic start apparatus for an engine having associated therewith a power supply, an ignition and a starter circuit, and an ignition switch for controlling said last-mentioned circuits, said apparatus comprising a first power circuit bypassing said ignition switch connected between said power supply and said ignition and starter circuits, said first circuit including a first switch means operated responsive to a first predetermined excitation to close said first circuit, a second switch means, and intervalometer means having a predetermined operative cycle for periodically breaking said first circuit, a second power circuit bypassing said ignition switch connected between said power supply and said ignition cir' cuit, said second circuit including switch means operated responsive to the start of said engine for closing said second circuit and means operated responsive to voltage in said second circuit for controlling said second switch means for openin said first power circuit.

12. utomatic start apparatus as claimed in claim ll in which said second power circuit also includes a switch means operated responsive to a second predetermined excitation to open said second power circuit.

13. Automatic start apparatus as claimed in claim 11 said engine also having an accessory circuit associated therewith, said second power circuit also being connected between said power supply and said accessory circuit.

14. Automatic start apparatus as claimed in claim 13 in which said first and second predetermined excitations comprise first and second engine temperature levels.

15. Automatic start apparatus as claimed in claim 13 in which said first and second predetermined excitations comprise first and second radio signals.

16. Automatic start apparatus as claimed in claim 13, said first power circuit also including a manually controlled third switch means for opening said first and said second power circuit and a fourth switch means operated responsive to said third switch means for maintaining said first and second power circuit open, said apparatus also comprising release circuit means controlled by said ignition switch for releasing said fourth switch means. 

1. A start control circuit for an engine having an operator actuated ignition switch means for closing a starting circuit including a self-contained power supply and a first and a second branch including an ignition system and a starter system, respectively, said control circuit comprising: a first power circuit connected in parallel with said starting circuit, said first circuit including a first switch means and intervalometer means having a predetermined rotation for periodically breaking said first circuit, means responsive to an input control signal for controlling said first switch means, and a second power circuit connected in parallel with said starting circuit including only said first branch including said ignition system, said second circuit including second switch means operated responsive to an engine start and means responsive to voltage in said second power circuit for also controlling said first switch means to open said first power circuit.
 2. Automatic start control apparatus for an engine having a main power circuit including a power supply, a first branch including an ignition system, a second branch including a starter system, a third branch including an accessory system, and an operator actuated switch means for switching between said branches, said apparatus comprising a first secondary power circuit connected in parallel with said main power circuit between said power supply and said first and second branches, said first secondary power circuit including a first switch means operated responsive to first predetermined environmental conditions to close said first secondary circuit, a second switch means, and intervalometer means having a predetermined operative cycle for periodically breaking said first secondary power circuit; a second secondary power circuit connected in parallel with said main power circuit between said power supply and said first and third branches, said second secondary circuit including switch means operated responsive to the start of said engine for closing said second secondary power circuit and means operated responsive to voltage in said second secondary circuit for controlling said second switch means to open said first secondary power circuit; and a third switch means including in said first secondary power circuit operated responsive to second predetermined environmental conditions to open said second secondary power circuit.
 3. A start control circuit for an engine having an operator actuated ignition switch means for closing a main power circuit including a power supply and an ignition and a starter branch including an ignition system and a starter system, respectively, said control circuit comprising a secondary power circuit path connected at one end to said power supply and at the other end to one end of a first power branch circuit connected at its other end to said ignition and starter branches of said main starting circuit, said secondary power circuit also being connected at its other end to one end of a second power branch circuit connected at its other end to said ignition branch of said main starting circuit, said first power branch circuit including a first and a second switch means and intervalometer means having a predetermined operative cycle for cyclically closing and opening said first power branch circuit, means responsive to predetermined environmental conditions for controlling said first switch means, said second power branch circuit including switch means operated responsive to the start of said engine for closing said second power branch circuit and circuit means operated responsive to voltage in said second power branch circuit for controlling said second switch means to open said first power branch circuit.
 4. A start control circuit as claimed in claim 3, said control circuit further comprising a fourth switch means in said secondary power circuit path and interrupt circuit means operated responsive to the termination of said operative cycle for controlling said fourth switch means for opening said secondary power circuit path.
 5. A start control circuit as claimed in claim 4, said engine also having a park lever having a park position associated therewith and said control circuit further comprising switch means in said secondary power circuit path operated responsive to the operation of Said park lever for also operating said interrupt circuit means for opening said secondary power circuit path.
 6. A start control circuit as claimed in claim 5 also comprising hold circuit means operated responsive to the operation of said interrupt circuit means for maintaining said last-mentioned means operated whereby said secondary power circuit path is held open notwithstanding said park lever being restored to said park position and whereby said intervalometer means is prevented from initiating a new operative cycle.
 7. The combination of a vehicle engine, vehicle electrical system including a power supply, a starter circuit, an ignition circuit including an ignition switch having a start and run position, said ignition switch connecting said power supply to said starter and ignition circuit in said start position and to said ignition circuit in said run position, a first power circuit connected across said ignition switch between said power supply and said ignition and starter circuits, said first power circuit including a first and second switch means and circuit breaking means for cyclically closing and opening said first power circuit, means responsive to first predetermined environmental conditions for controlling said first switch means, and a second power circuit connected across said ignition switch between said power supply and said ignition circuit, said second power circuit including switch means operated responsive to the start of said engine for closing said second power circuit and circuit means operated responsive to voltage in said second circuit for controlling said second switch means to open said first circuit.
 8. The combination as claimed in claim 7 further including an accessory system, said second power circuit also being connected between said power supply and said accessory system.
 9. The combination as claimed in claim 7 further including a vehicle park lever, said first and second power circuits sharing a common conducting path, third switch means included in said common conducting path operated responsive to the operation of said park lever for opening said first and second power circuits, and hold circuit means operated responsive to the operation of said third switch means for maintaining said first and second power circuit open.
 10. The combination as claimed in claim 9 further including a restore circuit including a restore switch means and an override circuit including said switch means, said restore and override circuit being controlled by said ignition switch to release said hold circuit and control said first switch means, respectively, when said ignition switch is rotated to said run position.
 11. Automatic start apparatus for an engine having associated therewith a power supply, an ignition and a starter circuit, and an ignition switch for controlling said last-mentioned circuits, said apparatus comprising a first power circuit bypassing said ignition switch connected between said power supply and said ignition and starter circuits, said first circuit including a first switch means operated responsive to a first predetermined excitation to close said first circuit, a second switch means, and intervalometer means having a predetermined operative cycle for periodically breaking said first circuit, a second power circuit bypassing said ignition switch connected between said power supply and said ignition circuit, said second circuit including switch means operated responsive to the start of said engine for closing said second circuit and means operated responsive to voltage in said second circuit for controlling said second switch means for opening said first power circuit.
 12. Automatic start apparatus as claimed in claim 11 in which said second power circuit also includes a switch means operated responsive to a second predetermined excitation to open said second power circuit.
 13. Automatic start apparatus as claimed in claim 11 said engine also having an accessory circuit associated therewith, said second poWer circuit also being connected between said power supply and said accessory circuit.
 14. Automatic start apparatus as claimed in claim 13 in which said first and second predetermined excitations comprise first and second engine temperature levels.
 15. Automatic start apparatus as claimed in claim 13 in which said first and second predetermined excitations comprise first and second radio signals.
 16. Automatic start apparatus as claimed in claim 13, said first power circuit also including a manually controlled third switch means for opening said first and said second power circuit and a fourth switch means operated responsive to said third switch means for maintaining said first and second power circuit open, said apparatus also comprising release circuit means controlled by said ignition switch for releasing said fourth switch means. 